Automatic clutch control



Dec. 15, 1936. H, L plKE 2,064,563

AUTOMATIC CLUTCH CONTROL Original Filed March 50, 1931 INVENTOR wmqass: M ATroRNEvs vPatented Dec., l5, 1936 Pirie-1yr OFFICE I AU'roMa'ric CLUTCH ooN'rnoL Henry Loyd Pike, Greensboro, N. C., assigner, by, direct and mesne assignments, to Bragg-Kliesrath Corporation; South Bend, Ind., a corporation oi New York application March 30,' 1931, serian No. 526,378

Renewed February 9, 1934 s claims. v (on. 19e-.on

This invention relates to automatic clutch controls and has for-the primary object, the provision of a vacuum means to engage and maintain a clutch in the stated position with means to automatically disengage the clutch when the vacuum is broken at the will of fthe operator.

VAnother object of this invention is the provision of a device of the above stated character which may be easily and quickly attached to a conventional ,type of clutch and which will reduce manual operation of the clutch to a minimum thereby providing a device especially adaptable for .clutches employed for many purposes and particularly -for use on motor vehicles, whereby the feet and legs of the operator are left free to actuatethe brake of the vehicle with one foot and to control, the speed of the engine with the other foot and said last named control l being actuated in such a way as'to actuate the o0 vacuum control means allowing the operator to always keep one foot on the brake pedal and the other foot' on the accelerator of the engine thereby giving the operator perfect control of the vehicle. 5 A urther object of this invention is the provvision of an automatic clutch control of the above stated character which will be simple,

durable and eicient and.l which may be manufactured and sold ata comparatively low cost.

With these and other objects in view, this invention consists in certain novel features of construction, combination and arrangement of parts to be hereinafter more fully described and claimed.

For a complete understanding oi my invention, reference is to be had to the following description and.l accompanying drawing, in whichl Figure 1 is a fragmentary side elevation partly in section of a motor vehicle, illustrating the engine, clutch and transmission associated with "1118 and. to the arm 6! amids'ot suilicient the usual propeller shaft.

Figure 2 is an enlarged `sectic'inal view il lustrating a vacuum control means` for the clutch.

Figure 3 is a detail sectional view illustrating a control valve.

Figure 4 isa fragmentary sectional view illustrating a, control valve for the cushidning means of the piston employed for actuation o! the clutch. l ithe same.

My invention is adaptable to clutches ein- Figure-is a detail front elevation illustrating understandingl of the construction and operation of my invention I have elected to show the same associated with a motor vehicle, however, under the scope of the claims I do Inot desire to be limited to this particular application of my in- 5 vention to a motor vehicle.

Referring in detail to the drawing, the numeral l indicates a fragmentary 'portion of a motor vehicle body having associated therewith an internal combustion engine 2 connected to 10 a vtransmission 3 by a clutch I. The transmission having the usual propellerl shaft 5 associated therewith and the clutch engaged and disengaged by movement of the arm `Ii. The engine 2 is provided with the usual intake mani-4 15 fold l connected to a carburetor 8 having a control valve 9, so adjusted that the engine will be kept running at an idling speed whensaid valve is in an oiV position. Ay spring I0 is connected to the ivalve for normally. urging 20 the latter into the statedV position. 'I'he valve 9 is moved toward an open position by a person pressing upon the usual accelerator pedal 8' which forms part of arod 9' normally urged upwardly by a. spring I0. The rod 9 includes piv- 25 otally connected sections and one section is connected to the valve arm of the valve 9 by apin and slot connection I l', so that on a downward movement of the accelerator pedalthe valve will be e moved to an open position against the tension 30 of the spring I0.

The clutch 4 is of a conventional type employing a spring Il to normally urge the clutch elements of the clutch in engagement with each other and to interrupt Vthe driving action between 35 the engine and transmission, the clutch arm 3 must be moved in one direction to disengage the clutch elements. The foregoing description relates toa well known construction oi' motor ve hicles and to which my invention is applied. 40

A coil spring i2 is secured to the clutch housstrength. to overcome the action of the spring Il `i'or automatically disengaging the clutch elements of the clutch. A vacuumy device I3 is 45 employed', for the clutch elements vagainst theaction of the spring I2 and includes a cylinder Il mounted on the body l of the vehicle and has slidably mounted therein a piston l5 provided with a stem I6 extending outwardly 50 v.through one end oi' the cylinder and pivoted to| a connecting `link I1 which is in` tum pivoted to the arm Soi the clutch. `The cylinder It.' between one end wall thereof and the piston I5 t forms a vacuum chamber Il'having in com- 55 control valve located adjacentthe engine 2` and the acceleratorl rod 9.'y as clearly shown in.

Figure 1. The. control valve is also connected to a lvacuum pipe 2| 'connected tol a vacuum. chamber 22. The chamber 22 is connected toJ the intake manifcld 1 4'of the engine 2 andis provided with a check valve 23' which will permit the operation of the engine to create a vacuum within the chamber but willprevent a destruction of the vacuum "when the engine i s idle. The vacuum chamber' 22. maintains avacuum therein either when the vv'engineis'runnin'g or when idle and is. capable of providing the necesf sary vacuum for the operation oi the vacuum control I8 even when the engine is operating under full capacity at a slow rate oi'speed. lThe control valve 20 includesa casing 24. havmg ports 25;; ze andziand the latter named 26 and 21 orwith the -port is opened to the atmosphere while theport 26 is connected to the pipe I9 and the Apipe- 2| is `conx-i'ected to the port 25.' A slide valve 28 for controlling the ports brought in communicationwith either the portsthepassage 29- is in communication withthe ports '2e and 21, thevacuumenamber la-ofthe I so ports 25 and 26, the Jvacuum l 85 formsa parto! is pivotally connected to .ber and its casing.

cylinder I4v is u nder atmospheric pressure 'and when -the passage 29- commu'nic'zaiues`- with the chamber I8.of the direct communication withthe vacuum chamber 22 connected to the .intake manifold of thegengine. The slide valve; -28 is` tensioned by. a -springf30 so .as to establish. a leak-proof v'connection betwee the.v valve mem- An operating rod 3| is located on the slide valve and provided with a. hook'shaped end 32 adapted tobe engagedand disengaged by a crank amr 33 journ'alled on asupport 34 carried bythe engine 2 orfany other suitable place upon' the vehicle. An"operating the crank arm'33 and the accelerator rod 9 actuating" the valve member 28 by the movement of, the accelerator rod 9'. As shownin dotted lines in Figure 3 the crank arm 33' becomes disengaged: from the hookshaped end 3 2 of the rod 3| when the accelerator pedal 8 hasbeendepressed a distance to cause a. rapid speed o f the engine and during' this'position the passage 29 oi the valve member is in registration with the ports 25 and 28,'

cylinder I4 is in for the purpose of establishing communication between the vacuum chamber -2 and the vacuum cylinder created in the chamber I8 and due to the opposite face of the piston I5 being 4under atmos chamber- I8 of the .pherie pressure through the vent 35, the piston between the engine and vinfluence of the. spring III-' allowing the valve 9 of the carburetor to assume an oi position for -the engine running willmove to engage the clutch elements of the clutch and maintain position. When the accelerator pedal 8is manually released it returns upwardly due to the A cushioning means 31 is provided :for the u ancianas;

ing means 3'lfincludes an 'I4 .causing a, partial vacuum to be said elements in the stated A.piacm is to retardltne. .movement or the latter the partial vacuum in the' when iniiuenced by' chamber I8 consequently preventing 4a. too sudden movement-ofthe Ipiston in the stated direc- 'tion for causing the engagement of the clutch and consequently permitting the clutch elements to engage gradually and smoothly', The cushion? auxiliary cylinder 38 carried by the" cylinder I4 an havingslidably mounted therein la' piston' 39 provided with 'a stem' 4U extending throughoneend o f the cyl-v inder and having a head `'4I "on the end thereof.

Said last named end of the auxiliary cylinder is provided with a vent opening 42 placingone side \ot the'piston-39 under atmospheric pressure while the oppositelside 'of thepiston -is engaged L by an expansion spring 42 normally urging said piston in one direction. 'I'he 'auxiliary .cylinder 38 is divided into chambers A and'by the piston 39 and the chamber A while the chambe'i B. has' a check valve 43 lfor -the purposejof .admitting 'airito the chamber B when .the piston 39 is lmoved in one direction by the' action .of the spring'but will close the `chamber B to the 4atmosphere when the piston 39 is, moved in a reverse direction ,against the actionof the'spring 42. A'port 44 is in communic'ation with the chamber'B and has Aconf nected thereto -a' pipe 45 leading -tothe instru- 20 'isunder atmospheric pressure by the vent 42 connection with the vcasing of the v a1ve'4'1 and I iscapable of adjustment relativetothe seat for the `purpose o f controlli-ng the ilove'- or air of the chamber 3 to the atmosphere' when the piston is moved against the action of the spring 42;-

An arm 52 is carried by the-stem-IGl of theV piston I5 andlduring the movement of thepisf ton vunder atmospheric pressure 'by creating a partial vacuum inthe chamber I8 to engage thev clutch elements vof the clutch, the' arm 52 engages the head 4I and moves the piston 39 against the action of the spring 42 and the vflow of air outwardly from the chamber I3, being controlled by the valve 41, th movement of the piston I5 being retarded so as to ca use a gradual and smooth engagement ofthe clutchelnients.

Underv certain driving conditions'it is sometimesdesired to-have the clutch elements engage 5. quicker than at other times and to permit of l this operation, a finger piece 53 is secured to the v valve stem .5| and .by moving said ngerpiece in one direction, the valve stem 5I may be adjustedl relative to the seat 59' forvv the pur-5' pose ofpermitting a. more rapidescape of air from 'the chamber B.

In operation,.with the engine at idling speed, the operator .depresses the accelerator 'pedal 8 slightly moving'- the valve member 28- to register the passage-28 thereotwith the' ports 2 5 and 23 which establishescommunication bef-` z' tweenthe vacuum chamber 22 and the chamber I8 of the cylinder I4. A partial vacuum is. then estabnshedmthe chamber la and the pistonl ls-y then moves underatmospheric pressure to engage the clutch and duetov the'cushioning means-'31,l

the clutch is .engaged vgradually. to provide a smooth starting of the vehicle. With the parts as described, theelutn is engaged .and theo- 15' erator may drive the vehicle at any speed desired by his foot ron the accelerator pedal 8'. When the operator releases the accelerator pedal 8',

'the spring l0 returns the pedal to its initial position which( causes the valvemember 28 to be moved to bring the passage 29 thereof in communication-with the ports 26 and 21 breaking the vacuum in the .chamber I8 of thc cylinder and the spring I2 then automatically disengages the clutch stopping the driving action of the engine on the power shaft S'through the transmission 3. 1

While I have shown and described .the preferred embodiment of my invention, it will be understood that minor changes in construction, .combination and arrangement of parts may be made without departing fronk the 'spirit and scope of my invention, as claimed.

Having thus described my invention, what I claim is:

l. In combination with an internal combustion engine controlled by an accelerator and having an intake manifold and a clutch between the engine and the transmission of a motor vehicle, a piston connected to the clutch, a cylinder receiving the piston having a vacuum chamber, avaeuum reservoir connected to the intake manifold, a control valve actuated by the movement of the accelerator and when in one position having communication with the atmosphere, pipes connecting the-vacuum reservoir and the vacuuml chamber of the cylinder with the valve to permit the engine when the valve is in one position to create a partial vacuum within the vacuum chamber for engaging the clutch and in another position to destroy said vacuum .due to a certain movement of the,accelerator for permitting the clutch to be disengaged, and means-for disengaging the clutch when the vacuum is broken in the vacuum chamber of the cylinder.

2. In combination with an internal combustion engine controlled by an accelerator and having an intake manifold Aand a clutch betweenthe engine and the transmission of a motor vehicle,

and the intake manifold to prevent destroying the vacuum therein when the engine is idling or `operating at such a'rate of speed as to not create a vacuum within said reservoir, a control valve actuated by the movement ot the `accelerator and when in one position having communication with the atmosphere, pipes connecting the the vacuum 'chamber' of.

vacuum reservoir and the cylinder with the valve to permit the engine when the valve is in one position to create a partial vacuum within the chamber for engaging the clutch and in another position to destroy said vacuum due toa certain movement of the accelerator for permitting the clutch to be disengaged, and means for disengaglng the clutch when the vacuum is broken in the vacuum chamber of the cylinder. I

3. In combination with an internal combustion engine controlled by an accelerator and having an intake manifold and a clutch between .the engine and the transmission of a motorv vehicle, a vacuum means connected to theclutch for engaging the latter-by a vacuum created by the engine, said meansinciuiiing fluid transmitting, connections having incorporated therein a vacuum storage means, a control valve actuated by the movements of the accelerator and connected to the vacuum means whereby the clutch will be engaged by vacuum during certain speeds of rotation of the engine and the vacuumy brokenf at an idling or slowspeed of rotation ofthe engine, and' means for automatically'disengaging the clutch when the vacuum means is broken. 2

the hook shapedend .of the operating member 3 during a certain movement of the accelerator and adapted tovbe disengaged from the hook shaped end lduring other movements of the accelerator, and an automatic means for disengaging the clutch vwhen the vacuum within the vacuum control means is broken.

5. In an automotive vehicle provided with a clutch, a throttlaan accelerator and a source of subatmospheric pressure, power means for operating the clutch comprising .a pressure differential operated motor` operably connected to the clutch, fluid transmitting connections interconnecting said subatmospheric source and power means, vacuum storage means incorporated in said connections, an accelerator operated valve means for controlling the operation of said motor to initiate lthe clutch engaging operational! the motor by connecting the same with said' vacuum storage means.

\ HENRY LOYD-PIKE. 

